Fuel injection valve for oil engines



M. J. GOLDBERG FUEL INJECTION VALVE FOR OIL ENGINES Filed April 28, 1930Aug. 30, 1932.

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fin rncl a rine engines, the results coming "from such acteristicfeatures.

Patented Aug. 30, 1932 UNITED STAT ES PATENT OFFICE MARK J. GOLDBERG, OFBELOIT, WISCONSIN, ASSIGNOR TO CAMPBELL, WYANT & CAN- NON FOUNDRYCOMPANY, OF MUSKEGON;

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, Application med April 28,

Such oil engines of the' present daymost;

approved and accepted types have two char- The first is that thecompression of the air is carried to a'point where self-ignition takesplace,this'being in accordance with the well known Diesel principle.Thesecond feature is that a measured quantity of the' fuel is projectedintocompressed air in the engine'cylinder by pressure from a fuel.pump=without auxiliary means to aid such fuel injection. v

There are in practice two fundamental types of injection valves forengines of'this kind in general use. The first one, the open type,includes fundamentally a tube of small interior diameter which is inconstant communication with the engine cylinder. The other orclosed typeis open to the cylinder during the time that the fuel pump is operatingtodeliver fuel and a spring actuated Valve completely closes the passagefor the fuel during the rest of the time.

Satisfactory results have been obtained with such valves on engines oflarge size having amore or less constant speed of rotation. But on theengines of smaller size, and particularly in'those where the speed ofrotation is Widely variable, as in automobile and matypes of valves havenot been satisfactory, as it has been impossible to obtain the necessaryand desired flexibility of operation within the wide range of speed andload conditions encountered.

The size of the injection orifice or orifices isdetermined by themaximum load and speed and, therefore, are too large for idling and slowspeeds. Accordingly in idling the quantity of fuel requi-redfor eachcycle being very small or, for example, being only a drop or so of theliquid fuel when it is forced-into the compressed air of the cylinder,which is at about 500 pounds per square inch, from a ,proper injectionof fuel particularly for idling speeds or under light MICHIGAN, ACORPORATION OF MICHI- FUEL INJECTION VALVE FOB OIL ENGINES 1900. -Seria1No. 447,917.

relatively large orifice or passage, the drop of fuel is not broken upand atomizedto dis-- seminate throughout the compressed air but merelyleaks or oozes from the orifice.

the closed type of valve, the fuel, after measured by the fuel pump,jected to pressure which ranges. of 1600 to 6000 being may vary withinpounds per square inch or more before its pressure will lift the springclosed valve. What compressibility fofthe fuel there is and theflexibility or expansion in.the line which carries the fuel from thepump to the engine under these veryhigh pressures become featuresdetrimental to the into the cylinders loads. The introduction of thefuel is irregular with an irregular performance of the engine so thatany ordinary operation of the engine within the necessary wide rangerequired for automobile "or marine engines is most diflicult, if notimpossible, from a practical standpoint.

Furthermore the necessarily relatively large area of the fuel injectingorifices for With has to be sub-.

maximum load and speed make the problem i of starting the engine whencold very difligult. Eiring a cold engine is always made harder by theslow rotative speed which is given to the engine either in cranking orby the usual starter and the fuel not penetrating and not being properlyatomized and disassembled through the air in the cylinder furtherhinders the starting of a cold engine of the self ignition type.

In my invention it is a primary object and purpose to provide a-fuelinjection valve for engines of the type described which overcomes thelack of flexibility and the starting difliculties. Essent ally, thevalve combines characteristics of both the open and closed types ofvalves, there being a small orifice or passagein constant communicationwith the combustion chamber'and other orifices closed at times and atother times in communication with the combustion chamber of the enginecyl nder; and the fuel being forced through this small orifice by thefuel, pump, does not leak into the combustion chamber but is projectediand disseminated to almuch greater deing the position ofventional. In the head I of each cylinder is a' guide sleeve 5 extendingfrom theouter side vention is hased is that for two sets of orifices areused, one for one end of the-operating range of the engine and thesecond set used n addition to andfcombi'ned withthe first'for the otheroperating range of the engine.

The construction which I have devised and.

by means of which the stated results and advantages are attained, aswell as many others not at ths time specifically stated, is set forth inthe following description and illustrated in the accompanying drawing,in which,

Fig. 1 is a fragmentaryvertical section of the upper endportion of anengine showing the manner in which the fuel injection valve of myinvention is installed in the engine head, said valve being shown inside elevation.

Fig. 2 is a fragmentary enlarged vertical section through the injectionvalve and the adjacent part of the engine head in which it is mounted.

Fig.3 is a fragmentary enlarged elevation of the lower endof thevalvestructure showthe valve parts for the injection of fuel at idling or lowspeeds and light loads, and

Fig. 4 is a similar section showing the position of the valve parts forthe higher speeds and heavier load operating range of the engine. 3

Like reference charactersrefer to like parts in the different figures ofthe drawing.

In the drawing the engine cylinder block 1, for the reception of areciprocating piston 2, the end ofthe block being covered by a head 3,in which the exhaust valve 4 is mounted to operate at the proper time topermit the escape of exhaust gases, is more or less conof the head tothe combustion chamber at the end of the piston and this sleeve at itsinner portion is provided with an inwardly extending conical seat 6.

In the construction of the valve an outer housing sleeve 7 isused,-having a head 8 at its outer end,.the sleeve being adapted to bereceived within the guide sleeve 5 with the head 8 locatedoutside of theengine head A nut 9 is interiorlythreaded and the lower endlof thehouslng sleeve'7 is reduced in diameter'and cxteriorly threaded, asindicated at 10, to screw into the nut. Between the fuel injection,

an inwardly extending lip or ledge 12 on the 'nut 9 a cap 11 is locatedhaving an outwardly extending annular flan ella clamped between thelower end of the part. 10 and the annular ledge or lip 12. The cap 11 isrecessed in its upper side and formed with a conical seat '13 (see Fig.4). Its lower portion extends through the opening in the nut 9 withinthe ledge 12. This part which extends through said opening is formedwith a passage 14 therethrough which is of very small diameter. v I .6

Other passages 15 are madethrough the cap 11- leading from the sides ofthe conical seat 13 at an angle to the axis of the passage 14. There maybe as many of the passages 15 as may be required for fuel to be forcedtherethrough and through the passage 14 to take care of the maximum fuelrequirements in the engine operation.

Within the sleeve sleeve 16 which extends lengthwise thereof and has itslower end spaced a short distance from the upper side of the closing cap11. The sleeve 16 is formed with a head 17 fatits upper end which bearsupon an annular shoulder around the opening through the sleeve 7 intowhich the inner sleeve 16 is inserted. The sleeve 16 is formed with alongitudinal groove 18 at one side extending from its lower end to apoint above a passage 19 made laterally in the head 8 of the injectionvalve housing, through which the fuel passes from any suitable supplyline 20 connected by a conventional attaching means 21 to the head 8 ofthe valve. The sleeve 16 is held securely against movement through acollar 22 bearing upon the upper end of the head 17 and pressing andclamping thereagainst by a nut 23 which threads into the upper end ofthe head 8 of the valve housing, it being'interiorly bored and threadedas shown in Fig. 2; and between the upper side of 'the collar 22 and nut23 a drainage passage 24 is made (see Fig. 2), the purpose of which willbe later described.

A rod 25 passes lengthwise through the inner sleeve 16 and at its lowerend has a coni cal or tapered terminal adapted to fit snugly against theconical seat 13 of the cap 11 previously described. The rod 25 hasatransverse opening 26 therethrough a short distance above its lower endand an axial or central opening or passage 27 which extends from thetransverse passage 26 to the end of the rod 25 and in substantialalignment with the passage 14.

A housing cap 28 is threaded into the upper end of the head 8 of thevalve housing within which a strong coiled compression spring 29 isdisposed, hearing at its lower end on a member 30 which in turn bearsagainst the end of the rod 25, the upper end of the spring 29 seatingagainst a collar 31 located in the 7 is a second and inner upper end ofthe housing 28 and another rod threads through the closed end of thehousing cap, being equ pped with a locking nut so that said rod 32 maybe adjusted and locked in different positions and thereby limit thedistance that the rod 25 may lift.

In the operation of the engine fuel is pumped at periodical intervalsand in variable measured quantities in accordance with the needs of theengine through the pipe 20, from which it passes through the passage 19and the groove 18 to the space below the lower end of the sleeve 16 andabove the cap 11 described. The fuel .passes into the passages 26 and 27and, irrespective of the position of the rod 25. whether in its lowerposition as shown in Fig. 3, or whether in its upper position as shownin Fig. 4, fuel under the pressure of the pump is injected through thepassage 14 into the cylinder. The'pressure on the fuel exerted by thepump takes place at the proper times so that the fuel is injected whenthe piston 2 is on its up stroke and the pressure of air is relativelyhigh, for instance, approximately 500 pounds per square inch. For'idlinglow speeds and light load, or on starting the engine, the quantity andpressure of the fuel will not be suflicient to lift the rod 25 againstthe spring 29 and the only fuel injected into the cylinder will be thatpassing through the small passage 14.

On higher speeds and heavier loads requiring a greater amount of fuel,the pump, which forms no part of the present invention, but which willbe shown in another application, pumps the requisite amount of fuel butthe passage at 14 is not sufficient to pass the same. The pressure offuel against the end of the rod 25 and against the annular shoulderbetween the reduced end portion of the rod 25 and its major portion,upon attaining suflicient force, moves the rod 25 and thereupon uncoversthe passages 15 and provides space around the sides of the rod for thefuel to go to said passages 15, whereupon the fuel is injected into thecombustion chamber of the engine through both sets of passages oforifices 14 and 15.

It is apparent from the foregoing description that the passage at 14, ofrelatively small diameter, will pass the fuel necessary for idling andlower speeds and in starting the engine, and that the fuel will notmerely ooze from such passage but will be injected with considerablepressure and forced into the compressed air and disseminate much morethoroughly therethrough than if the area of such passage 14 was the arearequired for the passage of the maximum consumption of fuel in theengine cylinder. This aids very materially in cold engine starting andassures a steady and unfluctuating slow and idling engine speed as longas the load and control conditions of the engine are not changed. Onopening the control wider for greater speeds or for handling heavierloads the pressure of the fuel automatically builds up until, the assageat 14, being'unable to take care of t e quantity of fuel pumped, itmoves the rod 25 upwardly, and the passages at 15 come into play tocarry such fuel to and inject it in the compressed air in the combustionchamber of the engine.

Inasmuch as the rod 25 does not have a driving fit in the sleeve 16, butis longitudinally movable therein there is a small passage of fuel pastsuch rod. This fuel is conducted through the opening at 24 and isdrained from the head of the valve housing through an outlet pipe 33,leading back to the main fuel supply.

The injection valve of the present invention is one permitting a wideflexibility of operation of the engine due to the valve having a passagefor the minimum quantity fuel consumption conditions of the engine,coupled with the automatic opening of additiona1 passages for fuelsupply and consumption up to and including the maximum. Fuel passesthrough all of the passages 14 and'15 upon moving the rod 25.

The construction of injection valve described is practical, simple tomake and with the engines having a multiple of relatively smallcylinders may be operated through all the ranges of speed needed and thevarying conditions of load met, as for instance in automotive operation,the invention making it possible to operate automotive or other engineson the principle of the Diesel engine, the engine being thoroughlyflexible and ready and easy for starting when cold. The invention isdefined in the appended claims and is to be considered comprehensive ofall forms of structure coming within their scope.

I claim i 1. In an injection valve, means for conducting liquid fuelunder pressure to ad jacent the inner end of the valve, said valve atsaid inner end having a continuous outlet passage for fuel of small sizeand suificient to pass fuel for the minimum requirements jacent theinner end of the valve, said valve there being other passages at theinner end of the valve, means for normally closing said other passagesagainst the pass .tge of fuel, and means for uncovering said 0' herpassages automatically for fuel passages-therethrough upon requirementsfor fuel by tae engine cyl inder in excess of what the first fuelpassage will supply.

2. An injection valve for o l engines comprising, a valve having aninjection cap at its inner end with a plurality of passagestherethrough, said valve having a conducting passage for fuel to saidcap, a member movably mounted in said valve and formed at its inner endto cover said passages when in its normal position, said'member at itsinner end portion having a passage therethrough in communication withone of the passages through the cap whereby the fuel carrled to theinner end portion of the valve is conducted through said passage in saldmember to one of the passages in the cap, the remain ng passages beingcompletely closed, and spring means yieldingly holding said movablemembar in its closing position but yielding upon attainment of apredetermined pressure of the fuel on said member to thereby permitmovement of the member to uncover said remaining passages in the cap forfuel passage therethrough.

3. An injection valve adapted to be applied to a cylinder of an oilengine comprising, a housing having an injection cap at ts inner end andmeans including a conducting passage in the valve for carrying liquidfuel under pressure to said cap, sa cap having a plurality of spacedapart in ection openings or passages therethrough, spring actuatedmovable means normally closing all of said passages except one wherebyfuel may pass through said one passage for the mm mumrequirements of theengine cylinder, said spring actuated means being acted upon by the fuelon the attainment of a predetermined pressure thereof to move the sameto uncover the remaining fuel injection passages for require.- ments ofthe engine cylinder in excess of mmimum requirements.

4. An injection valve for oil engines comprising, a valve housing havinga central opening therethrough, an injection cap having a plurality ofpassages therein secured at the inner end of the housing, a sleeveextending lengthwise of and through the opening inthe housing having itsinner end space a short distance from the injection cap, there being aconducting passage between said housing and sleeve for carrying oilunder pressure into the space between said sleeve and cap, a rodextending through said sleeve and formed at its lower end to engage withthe cap and cover the injection passages through the cap, said member atits lower end portion having a passage therethrough to conduct oil toone of said injection pas-.

sages when the rod is in passage closing position, spring means toyieldingly hold the rod in said position but yielding upon attainment ofpressure of oil against said rod to a predetermined amount whereby therod is moved to uncover all of the fuel injection passages in said cap.

5. An injection valve for oil engines comprising, an outer valve housinghaving a longitudinal opening therethrough, an injection cap secured atthe inner end of the housing over the inner end of said opening, asleeve having a central through located lengthwise of and wit in saidvalve housing having its lower end spaced a short distance from the cap,there being passages in said housing and sleeve for conductlongitudinalopenin thereing oil fuel under tween the cap and s eeve and said caphaving a plurality of injection passages therethrough, a rod mountedlongitudinally of said sleeve and formed at its lower end with a reducedportion, the end of which normally engages with the cap to cover all ofsaid injection passa es therein, said rod at the lower end portion tereof having a passage therethrough for conducting fuel from the passagebetween said injection passages, a housing connected to the upper end ofthe valve housing, and a coiled spring therein under compression hearingagainst the outer end of the rod to normally hold the same againstmovement, said spring yielding on attainment of a predetermined oilpressure at the lower end portion of said rod. 4

6. An injection valve for oil engines comprising, an outer valve housinghaving a central longitudinal opening therethrough and a reducedthreaded inner end portion, an injection ca located a ainst said reducedend portion 0 the valveiousing and across the opening therethrough, asecuring nut threaded on to said inner reduced portion of the valvehousing and against said cap for securing the cap in place, said caphaving a tapered seat at its inner side and a plurality of injectionpassages leading from said tapered seat together with an additionalinjection passage substantially at the apex of said seat, a sleevelocated lengthwise of and secured in the longitudinal opening throughthe valve housing and having its inner end spaced 9. short distance fromthe cap, there being fuel conducting passages through ing and betweenthe same and said sleeve for carrying liquid fuel under pressure to thespace between the cap and lower end of the sleeve, a rod extendinglengthwise through said sleeve and havin a reduced lower end portion atthe end of w iich it is tapered to seat against said seat in theinjection cap to close the first mentioned passages when thus seated,said rod from its inner end upwardly for a short distance having a smalllongitudinal passage therein and a transverse passage therethrough nalpassage, said transverse passage at its ends coming into conjunctionwith the space between the sleeve and injection cap, and yielding springmeans acting upon the outer end of said rod to normally hold it inengagement with said seat in the cap whereby the first mentioned assagesare normally closed and the additional injection passage may pass fuelreceived through the passages in the lower end portion of said rod.

In testimony whereof I afiix my signature.

MARK J. GOLDBERG.

the valve housthe sleeve and cap to one of.

connecting with the longitudiv ressure to the space be- 7

